Hydrogen fuel storage and delivery system

ABSTRACT

A fuel delivery and storage system is provided. A further aspect employs a remote central controller and/or software instructions which receive sensor data from stationary and bulk fuel storage tanks, portable distribution tanks, and end use tanks. Another aspect of the present system senses and transmits tank or hydrogen fuel characteristics including temperature, pressure, filled volume, contaminants, refilling cycle life and environmental hazards. Still another aspect includes a group of hydrogen fuel tanks which is pre-assembled with sensor, valve, microprocessor and transmitter components, at least some of which are within an insulator.

BACKGROUND AND SUMMARY

The present application generally pertains to fuel storage and delivery,and more particularly to a hydrogen fuel storage and delivery system.

It is known to use temperature and pressure sensors to monitor apressurized gas source by an electronic controller for refueling vehiclestorage tanks with compressed hydrogen and compressed natural gas. Sucha traditional system is discussed in U.S. Pat. No. 6,619,336 entitled“System and Method for Dispensing Pressurized Gas,” which issued toCohen et al. on Sep. 16, 2003, and is incorporated by reference herein.Furthermore, a towable trailer-based mobile fueling stationautomatically delivers pressurized hydrogen to a vehicle based oncommunications with a monitoring facility, is set forth in U.S. Pat. No.6,786,245 entitled “Self-Contained Mobile Fueling Station,” which issuedto Eichelberger et al. on Sep. 7, 2004, and is incorporated by referenceherein. A communications network for refueling vehicles from a mobilefuel station is disclosed in U.S. Pat. No. 10,046,962 entitled “MobileVehicle Refueling System,” which issued to Hall et al. on Aug. 14, 2018,and is incorporated by reference herein. These conventional approaches,however, only consider a small portion and micro-view of the overallfuel storage and delivery system. Moreover, these prior attempts do notemploy predictive analytics and automated management for overallhydrogen fuel storage and delivery on a macro-level.

In accordance with the present invention, a fuel delivery and storagesystem is provided. A further aspect employs a remote central controllerand/or software instructions which receive sensor data from stationaryand bulk fuel storage tanks, portable distribution tanks, and end usetanks. Another aspect of the present system senses and transmits tank orhydrogen fuel characteristics including temperature, pressure, filledvolume, contaminants, refilling cycle life and environmental hazards.Still another aspect includes autonomous aircraft, watercraft, railand/or land vehicle distribution of fuel. In a further aspect, a groupof hydrogen fuel tanks is pre-assembled with sensor, valve,microprocessor and transmitter components, at least some of which arewithin an insulator. Yet another aspect provides methods ofautomatically predicting new fuel distribution depo sites and/orautomatically distributing hydrogen fuel.

The present system is advantageous over conventional devices. Forexample, the present system automatically senses and monitors real-timetank and/or fuel characteristics at one or more remote control centerswhich advantageously improves filling safety, storage safety,maintenance, refilling timeliness, and distribution and logisticsefficiencies. Moreover, the present system beneficially models, maps andpredicts new or revised distribution depot sites, autonomousdistribution vehicle placement, bulk storage tanks, distribution tanksand end use tanks. Fuel storage tanks may be stockpiled a regionaldepots and then automatically distributed based on automatically senseduse, population growth, power outage and/or emergency predictions oractual need. The present system is also advantageous by uniquelypre-assembling and packaging multiple hydrogen storage tanks in asmaller space, with lower part costs, for remote monitoring and control,and with improved fuel temperature control. The pre-assembled groups oftanks and “smart” tanks with sensors, processors and transmittersattached thereto allow for automated sensing and control of the tank andthe fuel therein. Moreover, the insulator arrangement of the presentsystem can be beneficially used in a vacuum jacket configuration arounda cryogenically cooled tank to store more dense fuel. The present systemis also well suited for use with stationary and/or below-ground hydrogenstorage tanks with integrated sensors. Additional advantageous andfeatures of the present system will become apparent from the followingdescription and appended claims, taken in conjunction with theaccompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagrammatic view showing the present fuel storage anddelivery system;

FIG. 2 is fragmentary and perspective view showing a fuel storage tankof the present system;

FIG. 3 is a diagrammatic view showing another configuration of apreassembled fuel storage tank group of the present system;

FIG. 4 is a cross-sectional view showing a first pre-assembled group ofstorage tanks of the present system;

FIG. 5 is a cross-sectional view showing a second pre-assembled group ofstorage tanks of the present system;

FIG. 6 is a cross-sectional view showing a third pre-assembled group ofstorage tanks of the present system;

FIG. 7 is a cross-sectional view showing a fourth pre-assembled group ofstorage tanks of the present system;

FIG. 8 is a perspective view showing a fifth pre-assembled group ofstorage tanks of the present system;

FIG. 9 is a diagrammatic view showing an electrical sensing and controlcircuit of the present system; and

FIGS. 10-13 are logic flow diagrams for software used in the presentsystem.

DETAILED DESCRIPTION

A preferred embodiment of a hydrogen fuel storage and delivery system 21is shown in FIG. 1. System 21 includes stationary bulk storage tanks 23,distribution tanks 25 and 27, stationary end use tanks 29, and portableend use tanks 31. Some of the distribution tanks 25 are mounted onautomotive land vehicles 33, such as a wheeled truck trailer, watercraftvehicles 35, such as a surface ship or submarine, train rail carvehicles 37, and unmanned aircraft vehicles (“UAV”) 39. Optionally, anyof these vehicles may be automatically and autonomously controlled anddriven responding to output signals from a central controller 51.

Stationary end use storage tanks 29 can be located belowground forsupplying fuel to user automotive vehicles 53 at a retail fuelingstation 55, to a user aircraft 57 at an airport 59, or the like. Theunderground storage tanks 29 are preferably buried within dirt, with anaccessible manhole cover at the ground surface level, and a fill pipeand electronic components such as sensors, microprocessors,communications transmitters/receivers, and valve actuators, are locallycoupled to the tank as will be described in greater detail hereinafter.Tanks 29 are preferably steel with a corrosion inhibitor coating, suchas epoxy with a zinc primer, elastomeric urethane or CIM tar.

Furthermore, stationary or portable end use storage tanks 29 and 31,respectively, may be located aboveground to supply fuel to a stationaryor portable, electro-chemical fuel cell 61 for generating electricity ona back-up or full-time basis to a manufacturing plant, office building,residential building, construction site, hospital, vehicle or othertemporary or permanent uses. Regional depots are geographically locatedat locations adjacent to and more commonly, remote from bulk storagetanks 23. Some of distribution vehicles 33-39 and portable distributionstorage tanks 25 carried thereon, are stockpiled or temporarily locatedat these regional depots waiting to be automatically dispatched anddriven to be refilled from one or more of bulk storage tanks 23, or tosubsequently refill downstream intermediate sized distribution storagetanks 27 or end use storage tanks 27 and 29.

Referring to FIGS. 2 and 9, the bulk, distribution and/or end usestorage tanks can optionally be cryogenically cooled to liquefy anddensify the hydrogen fuel stored therein or keep the liquefied gas inliquid state by compensating for the heat gain from the environment. Oneconfiguration of tank 23/25/27/29 includes fuel-holding vessel 73 and aninsulator vacuum jacket 75.

A filling inlet port 77 and fill pipe 78 enters the vessels via amanifold 79 which contains internal fluid passageways, and electricalfeedthrough. A main shut-off valve, remotely controllable by anelectromagnetically movable solenoid actuator 81, is also connected tomanifold 79. The solenoid actuator employs a linearly or rotatablymovable armature calibrated as a variable flow control orifice. It isoptionally connected to a differential pressure sensor to automaticallymeasure and report a pressure drop across the valve orifice forautomatic comparison to a calculated or desired fuel flow rate,temperature and pressure, for further automatic valve position controlby a local or remote controller. Alternately, a pneumatic actuator canbe used to change a flow condition (e.g., on/off or partial closure) ofthe shut-off or other valves. The shut-off and other valves disclosedherein are preferably needle type valves but may alternately be poppet,ball or gate valves.

A liquid extraction pipe 81 and a gas extraction pipe 83 are alsolocated in the tank. Moreover, a fuel filling flow or pressure sensor 85is coupled to inlet port 77, a fuel volume level sensor 87 and fueltemperature sensor 88 are located inside inner vessel 73, a fuel leaksensor 89 is mounted to an outlet port, and an environmental sensor 93is mounted to an exterior of the surrounding insulator jacket.Environmental sensor 93 senses external heat, whether from sunlight, enduser or distribution vehicle exhaust, wild fires, or adjacent flames. Apressure relief valve 94 is also coupled to manifold 79.

Additionally, an optional electrical heater 95 is internally locatedwithin inner vessel 73, a cryogenically cooling system is externallymounted to outer vessel 71, which includes a reversing gas-to-liquidvalve 97 and a cooling water heat exchanger 99. The liquid hydrogen fuelis cooled inside the inner vessel to about −253° C. and pressurizedwithin a range about 200 to 10,000 psi. A microprocessor controller 101and wireless communications transmitter/receiver 103 are mounted to theexterior of vacuum jacket 75 and electrically connected to sensors 85,87, 89 and 91. Microprocessor 101 may optionally, also be connected tocontrol opening and closing operation of an inlet shut-off valve 105, anoutlet shut-off valve 107 and a cryogenic cooling shut-off valve 109 inorder to automatically regulate fuel pressure, quantity, filling andtemperature characteristics at a local sensing and control level and/orbased on sensed signals sent to and control signals received fromcentral controller 51 (see FIG. 1).

Insulator vacuum jacket 75 surrounds vessel 73, manifold 79, valves 105,107 and 109, and sensors 85, 89 and 91. An air gap is present betweenthe jacket and the vessel and its fuel carrying plumbing components.Cooling components 97 and 99 are external to the vacuum jacket butoptionally preassembled to the tank's mounting base. It is noteworthythat the hydrogen, such as within a valve body or pipe, is not in director indirect contact with the outside environment external to theinsulating vacuum jacket.

FIG. 3 illustrates another configuration of cryogenically cooled bulk,distribution and/or end use storage tanks which store liquid hydrogenfuel therein. This configuration of tank assembly employs multiplegrouped tanks 23/25/27/29 within a single vacuum insulator jacket 63.Insulator jacket surrounds all of the tanks within the preassembledgroup and also surrounds and encases manifolds 79, shut-off valve 80 andtank/fuel sensors 85/87/88/89 therein. A vacuum port 111 is disposed ina side of insulator jacket 63 to allow for the pulling of vacuumpressure after component preassembly. A main fill and supply pipe 113and a pressure relief pipe 115 are coupled to at least one of manifolds79. An electrical wire 117 and/or fiber optical cable connect thesolenoid actuators and sensors from the tanks to externally mountedmicroprocessor 101 and communications transmitter/receiver 103.Furthermore, an internal pipe 119 couples between manifolds 79 ofadjacent tanks, such that single shut-off or regulator valve 80 and itssolenoid actuator 81 can optionally control incoming and outgoinghydrogen fuel flow into and out of the entire preassembled group oftanks.

A cryogenic coupling, a heat exchanger and valve are in a fluid flowcircuit to one or more of the tanks, as is shown in FIG. 2. Exemplarycryogenic cooling components can be found in U.S. Pat. No. 6,983,611entitled “Storage Container for Cryogenic Media” which issued to Reeseet al. on Jan. 10, 2006, and U.S. Pat. No. 10,082,246 entitled“Cryogenic Pressurized Storage with Hump-Reinforced Vacuum Jacket” whichissued to Aceves et al. on Sep. 25, 2018. Both of these patents areincorporated by reference herein.

A first preassembled group 151 of multiple distribution or end use tanks153 can be observed in FIG. 4. Each tank has an elongated centerline 155extending through a hollow hydrogen fuel storage cavity, and all of thetank centerlines are approximately parallel to each other. Preferably,each tank 153 includes a single metallic vessel wall 157 to which arevolume, pressure, temperature, contamination and environmental sensors159 like in the previous embodiments discussed hereinabove. Each tank153 further includes inlets and outlets, and associated automaticallycontrollable valves. The tanks are preferably stainless steel oraluminum but may alternately be made from a composite such as oneincluding a polymeric material with carbon fiber, fiberglass, Kevlar,spectra or the like. The tanks may or may not be cryogenically cooled,and if so, preferably as a preassembled group of tanks with a singlecooling system or alternately, individually cooled.

Structural metal spars or brackets 161 extend between outer surfaces oftanks 153 and are welded or otherwise fastened thereto. This arrangementspaces apart each tank 153 from its neighbors. In this configuration,the spars and tanks are located in an outwardly radiating pattern, witha majority of the tanks laterally outboard of a centrally located tank,when viewed from their ends.

A single and generally circularly curved, insulator jacket 163 surroundsall of the tanks of this preassembled group. Insulator jacket 163 ispreferably made from a metallic material such as stainless steel but mayalternately be made from a composite material such as one containing apolymer plus fiberglass or carbon fiber. A vacuum negative pressure ispulled from a port in jacket 163. Spars 161 laterally space theoutermost of the tanks inwardly away from an internal surface ofinsulator jacket 163 so the vacuum therebetween reduces heat transferbetween the tanks and the jacket.

Preassembled tank group 151 preferably contains a single microprocessor101 with an associated transmitter/receiver 103 mounted to an exteriorof insulator jacket 163 or a surrounding housing. Microprocessor 101 isconnected to sensors 159 and valves of all of the tanks therein,however, each tank may alternately have its own microprocessor andtransmitter/receiver associated therewith. Wires 165 connecting sensors159 to microprocessor 101 extend through a sealed hole in insulatorjacket 163.

FIG. 5 illustrates another preassembled group 251 of hydrogen storagetanks 253. Struts or brackets 261 connect together the tanks in a spacedapart manner, but in a parallel and offset layered row arrangement. Asingle vacuum insulator jacket 263 surrounds the entire group of tanks253 and has a somewhat rectangular polygonal shape with flat exteriorfaces 265 intersecting at rounded corners. The sensors, microprocessor,communications transmitter/receiver, ports and valves are similar to theprevious embodiments.

Referring now to FIG. 6, a third preassembled group 351 of hydrogenstorage tanks 353 is arranged in offset and generally parallel rows withspars 361 spanning between the tanks. A surrounding vacuum insulatorjacket 363 has an airfoil exterior shape, with a gently curving uppersurface 365, a generally flat or larger radius lower surface 367, andtighter radius leading and trailing surfaces 369. Thus, this group iswell suited for placement inside an airplane wing, control surfaces orfuselage. The sensors, microprocessor, communicationstransmitter/receiver, ports and valves are similar to the previousembodiments.

A fourth embodiment is shown in FIG. 7. A fourth preassembled group 451of hydrogen storage tanks 453 is arranged in offset and generallyparallel rows. No spars are needed with this arrangement since flatexterior faces 471 of the tanks are in directly attached contact witheach other in a honeycomb-like end view pattern. The tanks may bewelded, riveted, bolted or adhesively bonded together, with or withoutinsulator pads directly sandwiched therebetween. A surrounding vacuuminsulator jacket 463, with flat or curved exterior faces 467 surroundsthis group of tanks 453 with an air gap and supporting spars 461therebetween. Sensors 459, a microprocessor 401, a communicationstransmitter/receiver 403, ports and valves are similar to the previousembodiments.

FIG. 8 shows a fifth preassembled group 551 of hydrogen storage tanks553 arranged in generally parallel horizontal rows and vertical columnswith laterally extending retention plates 561 spanning between thetanks. Alternatively, this tank can be formed from a long single tubebending in coil or bundle shapes. Connections can be made in one or bothend(s) of that tube coil or bundle. A surrounding insulator vacuumjacket may optionally be employed to surround all of the tanks in agenerally circular manner. Each tank 553 is a longitudinally elongatedtube with a length to diameter ratio of 4:1 to 250:1. Each end may havecurved elbows 581 to fluidically connect adjacent of the tubular tanks553 and/or can attach to manifolds 583 via T or Y fittings. Themanifolds internally contain fluid passageways which are connected to amaster inlet/outlet shut-off control valve 505 which can beautomatically operated by a local microprocessor or remotely from thecentral controller. Thus, this construction is easier and less expensiveto manufacture and assembly than more traditional tanks, and also canstore higher pressure hydrogen fuel therein withstanding higher pressurecycles and extended fatigue life. The sensors, microprocessor,communications transmitter/receiver, ports and other valves are similarto the previous embodiments.

Referring to FIGS. 1, 9, and 11-13, remote, central computer controller51 includes an output display screen 601, an input mouse or keyboard603, in addition to internal RAM or ROM memory 605, a power supply 607,microprocessor 101 and communications transmitter/receiver 103. Softwareinstructions, stored in memory 605 and operated by microprocessor 101,receive digital signals sent by sensors 85, 87, 88, 89, 91 through thetank-mounted transmitter 103. In approximately real-time, centralcontroller 51 automatically compares the actual sensed tank/fuel signalsto threshold values, pre-stored in memory 605, and then automaticallydetermines if an undesired tank, fuel or external condition exists. Ifan undesired condition exists then central controller 51 automaticallysends a signal, such as a text message, e-mail message or warningmessage, to a hand-held or remote cellular telephone, pager or otherportable communicator 609 and/or portable computer carried by a fieldtechnician user. The message may warn of an urgent and hazardoussituation, or schedule routine maintenance or replacement of a tank,valve, actuator, cooling hardware, sensor or associated component. Thepower supply may be a fuel cell using some of the hydrogen stored in theassociated tank, a photovoltaic panel, a wind turbine or lesspreferably, electricity from a power grid.

Exemplary and non-limiting tank and/or fuel characteristic sensorsinclude at least one of: pressure sensor 85, fuel volume sensor 87,temperature sensor 88, leak sensor 89, a contaminant sensor 90, ahumidity sensor, and a vacuum sensor. Additionally, environmental sensor93 is externally mounted to the insulator jacket, if present, and ifnot, to the outside of the tank, such as on a hardware componentattached thereto. The environmental sensor monitors if a hazardousexternal characteristic is present such as a nearby flame, excessiveheat due to sunlight, excessive heat due to a nearby engine exhaustoutlet, excessive heat due to a forest fire, an exposed electrical arc,or the like. If fire is detected by the sensor, the tank isautomatically put into a safe mode by the local microprocessor mountedto the tank and/or the remote controller automatically causing theactuator to close the tank's main shut-off valve to isolate the hydrogentherein. Additionally, the other sensors monitor the tank temperatureand pressure to determine if the hydrogen should be automatically ventedto a safe location such as a connected vent stack, outside thedistribution vehicle or another facility located away from people. Thepressure relief valve will open at a pre-set pressure, in a defaultcondition which is below the maximum allowable tank pressure, and thehydrogen will be automatically vented to a safe location even if thelocal or remote microprocessors are offline.

Contaminant sensor 90 automatically senses and reports undesired carbonmonoxide, hydrogen sulfide, siloxane, water, turbidity or otherundesired gas, liquid or solid particles in the hydrogen fuel. Carbonmonoxide, hydrogen sulfide and siloxane may occur when water is split tocreate hydrogen in a fuel cell. A further example employs a hydrometerto sense water corrected to hydrogen cross-sensitivity. Watercontamination is undesirable since it can freeze when hydrogen expandsas it travels through heat exchanger pipes and valves, and it may alsocorrode the steel tanks and plumbing. For example, an exemplary carbonmonoxide sensor is an electro-chemical sensor corrected to hydrogencross-sensitivity to detect carbon monoxide gas in low ppm levels, ofthe type that can be obtained from Aphasense Inc. of Essex, UK orMembrapor AG of Wallisellen, Switzerland. As another example, exemplaryhydrogen sulfide and siloxane sensors are mass spectrometers or gaschromatographs, of the type that can be obtained from Crowcon DetectionInstruments Ltd. of Oxfordshire, UK. These contamination sensors arelocated inside the tank and either continuously or periodically measurecontaminants in the fuel; these automatically operated sensors of thepresent system advantageously are more cost effective to operate andwithout the need for external accessibility as compared to traditionalmanual purity checks by a person who must travel to the site and openthe tank.

Leak sensor 89 is located on the outside of the associated tank or ahardware component attached thereto, such as the manifold. If hydrogengas is automatically detected by leak sensor 89 outside the tank then itis presumed to be a leak from the tank and the tank is automatically putinto a safe mode by the local microprocessor mounted to the tank and/orthe remote controller, automatically causing the actuator to close thetank's isolation valves. In the case of the cryo-compressed tank, theisolation valve is inside the insulated vacuum jacket. An exemplary leaksensor can be obtained from Nissha FIS, Inc. of Kyoto, Japan, and anexemplary pressure relief valve can be obtained from Fluid MechanicsValve Co. of Houston, Tex.

For stationary, underground tank 29, an integrated vacuum pressuresensor 621 is coupled to the vacuum insulator jacket surrounding theunderground tank. This sensor 621 continuously senses and detects avacuum pressure characteristic within the jacket in real-time, and thenautomatically sends a sensing output signal to local microprocessor 101,which in turn, transmits the pressure data to remote central controller51 if the vacuum pressure increases (i.e., the vacuum is failing)relative to a desired threshold value. If a small vacuum leak isdetermined by the controller then it will automatically cause anexternal vacuum pump coupled to the underground tank assembly tocompensate by periodically applying a greater negative pressure. But ifa larger vacuum leak is determined by the controller then it willautomatically send a message or alert to a technician for repair orreplacement.

Pressure sensor 89 and/or volume sensor 87 for each tank can beautomatically monitored by local microprocessor 101 and/or centralcontroller 51 to determine if the tank's pressure is about to beexceeded (in which event filling will be automatically stopped), hasbeen exceeded relative to the tank's desired pressure rating (in whichevent the excess will be automatically vented), or to automatically logand determine the quantity of refills. The local or centralmicroprocessor will send a maintenance or replacement message to a fieldtechnician if the quantity of refills exceeds a predetermined thresholdso the tank can be scheduled for structural testing and/or replacement.This may be desirable if the tank has a fatigue load and cyclic loadlimit. Alternately, the processor can automatically reduce subsequentfill and storage quantities and pressures within a tank if it determinesthat an actual quantity of full filling cycles has exceeded the desiredquantity, thereby prolonging the useful life of the tank.

FIGS. 1, 9, and 10 depict a predictive analytics method for remote,central computer controller 51. Software instructions, stored innon-transient memory 605 and operated by microprocessor 101, receivedigital signals sent by sensors 85, 87, 88, 89, 91 through thetank-mounted transmitters 103. Location modules include asatellite-based global positioning system or cellular telephonetriangulation electronics for sending signals to the central controllerindicative of a portable tank's location. For the distribution vehiclesand associated distribution tanks, one or more of the controllers willoptionally automatically receive sensor signals indicative oftransportation altitude, tilt angle, elevation, route, speed andG-forces, for the controller's automatic use in autonomous driving andtracking. Additionally, the software instructions and controller receiveenvironmental condition data such as actual and predicted weatherinformation including temperatures, humidity, wind speed and direction,forest fires, snow and ice, and associated trends. The softwareinstructions and controller also receive past and predicted electricutility grid usage data, hydrogen usage data, natural gas usage data,and associated trends. Furthermore, the software instructions andcontroller receive past and predicted quantity, density and change datapertaining to energy consumer population, industrial building,residential building, office building, hospitals and vehicles. Moreover,the software instructions and controller receive past and predictedquantity, density and change data pertaining to hydrogen power usage,storage and capacity. The software instructions and controller receivepast and predicted quantity, density and change data pertaining totransportation accessibility (e.g., roads), depots and traffic patternsfor distribution vehicles.

The central controller and its software inputs fuel cost, fuel deliverydistance and fuel delivery frequency data for the relevant geographicalregion. Then the controller and its software automatically createsthree-dimensional virtual models and maps which it uses to automaticallydetermine most efficient and least expensive locations for bulk storagetanks, distribution tanks and depot hubs, and temporary stocking of enduse storage tanks. The controller and its software automatically createsthree-dimensional virtual models and maps which it uses to automaticallydetermine most efficient and least expensive distribution vehicle use(e.g., land vehicle, aircraft, watercraft, rail), routes and schedulingtimes between the storage tanks. Additionally, the controller and itssoftware automatically determines most efficient and least expensiverefilling timing and advance reordering of the fuel between the tanks.Moreover, the controller and its software automatically determine mostefficient and least expensive timing for maintenance and replacement ofthe fuel storage tanks. All of these modelled determinations arevisually displayed and ranked based on different optimization criterion(e.g., cost, use priority, weather, vehicle availability and scheduling,maintenance manpower availability, etc.) if a supervisory employeedesires to manually check and or vary the determinations before thecontroller automatically transmits signals to move the distributionvehicles and control tank outflow/inflow for fuel filling. Thesupervisory employee can also use the modelled determinations to set upnew distribution depots.

The present system and method can be used to provide hydrogen fuel togenerators for charging batteries in electric vehicles. They can also beused to provide hydrogen fuel for emergency roadside fueling stations inremote areas for hydrogen powered vehicles. Furthermore, the presentsystem and method may be used to provide hydrogen fuel to electricitygenerators or fuel cells to provide temporary electrical power toaircraft or watercraft while they wait at boarding gates or docks. Thepresent system is well suited for providing hydrogen fuel to primary orbackup electrical generators or fuel cells used to power residential,office, commercial, industrial or hospital buildings. Optionally, a tankassembly will have its own power supply, either from a fuel cell (usinghydrogen from the tank), a battery, a receptacle for an external powersource, or a combination of these arrangements. This power is used forall electric systems that are part of the tank assembly. On the otherhand, the hydrogen is supplied to the electricity generator (which is afuel cell) from the tank for stationary end-use cases such as aircrafton the ground, a watercraft in a harbor, a building, a data center, etc.Generally, the aircraft and watercraft will be connected to a groundpower unit (“GPU”) which will be a fuel cell generator on a cart ortrailer, and the present tank system can be an integral part of a GPU orjust supply hydrogen to the GPU-integrated tank. For the building, datacenter and other facility applications, there may or may not be any GPU.Moreover, the fuel cell generator can be housed inside or outside thebuilding or facility, and the present tank system will supply hydrogento those fuel cell generators to power the facilities continuously or asa backup, as needed.

While various features of the present invention have been disclosed, itshould be appreciated that other variations may be employed. Forexample, different shapes and sizes of the tanks can be employed,although various advantages of the present system may not be realized.As another example, alternate fuel fluids can be stored in the tanksdiscussed hereinabove, such as propane, liquefied natural gas, ammonia,carbon dioxide, oxygen, methane, landfill bio-gas, or the like, butcertain benefits may not be obtained. Additionally, alternate sensorconstructions and locations can be employed although durability,performance, and cost may not be as beneficial as the preferredexamples. Moreover, additional or different electrical components may beincorporated in the electrical circuit of the present system, such thatsolid state electronics and digital processors can be substituted foreach other. While a single central controller has been described, thisfunction can be divided among multiple controllers that are remotelylocated away from the storage tanks; for example, the predictivemodeling can be performed by a different computer controller than theone used for actual fuel sensing and filling control. Features of eachof the embodiments and uses may be interchanged and replaced withsimilar features of other embodiments, and all of the claims may bemultiply dependent on each other in any combination. Variations are notto be regarded as a departure from the present disclosure, and all suchmodifications are intended to be included within the scope and spirit ofthe present invention.

1. A fuel storage and delivery system comprising: (a) stationary andbulk storage tanks operably storing some pressurized fuel; (b)distribution vehicles including portable distribution storage tanks tostore some of the pressurized fuel; (c) stationary end use tankscontaining some of the pressurized fuel; (d) sensors and acommunications transmitter being connected to each of the distributionand end use tanks; (e) at least one central and remotely locatedcontroller being configured to: i. receive sensed data from each of thetransmitters; ii. automatically determine a filled quantity of the fuelwithin each of the distribution and end use tanks; iii. automaticallycompare the determined filled quantity with a desired filled quantitythreshold; iv. automatically cause at least one of the distributionvehicles to be refilled from at least one of the bulk storage tanks; v.automatically cause at least one of the distribution vehicles to refillat least one of the end use tanks; vi. receive tank pressure data fromat least one of the sensors; vii. receive tank temperature data from atleast one of the sensors; viii. receive environmental or flame hazarddata from at least one of the sensors; and ix. automatically change acharacteristic associated with the tank or the fuel therein based on atleast some of the sensor data received.
 2. The system of claim 1,wherein at least one of the vehicles is a remotely controlled andunmanned aircraft, and the controller automatically causes the aircraftto move the distribution storage tank to at least one of the bulkstorage tanks and to at least one of the end use tanks.
 3. The system ofclaim 1, wherein at least one of the vehicles is a remotely controlledand unmanned automotive vehicle, and the controller automatically causesthe automotive vehicle to move the distribution storage tank to at leastone of the bulk storage tanks and to at least one of the end use tanks.4. The system of claim 1, wherein at least one of the vehicles is: awatercraft or rail car, and the controller causes the vehicle to movethe distribution storage tank to at least one of the bulk storage tanksand to at least one of the end use tanks.
 5. The system of claim 1,wherein at least one of the end use tanks is a belowground,airplane-refueling tank.
 6. The system of claim 1, wherein at least oneof the end use tanks supplies the fuel to an aircraft-ground electricalpower generator.
 7. The system of claim 1, wherein at least one of theend use tanks is an automotive vehicle-refueling tank.
 8. The system ofclaim 1, wherein at least one of the end use tanks supplies fuel to atleast one of the following: (a) a building primary or backup electricalgenerator or hydrogen fuel cell; or (b) a computer data or server centerelectrical generator or hydrogen fuel cell.
 9. The system of claim 1,further comprising portable end use tanks automatically filled by atleast one of the distribution vehicles, and at least one of the end usetanks being coupled to a hydrogen fuel cell.
 10. The system of claim 1,wherein at least one of the vehicles is powered by the fuel.
 11. Thesystem of claim 1, wherein the fuel is a pressurized gas.
 12. The systemof claim 1, wherein the fuel is liquid hydrogen.
 13. The system of claim1, wherein at least one of the sensors senses fuel refilling cycleswithin the associated one of the tanks which is then transmitted to theremote controller, after which the remote controller automaticallydetermines if the actual quantity of refilling cycles exceeds a desiredthreshold and if so, automatically sends a maintenance or replacementmessage.
 14. The system of claim 1, further comprising: portable end usetanks automatically filled by at least one of the distribution vehicles;a subset of the end use tanks mechanically attached together within avacuum insulator surrounding the subset end use tanks; a processor, thetransmitter and the at least one sensor preassembled to the subset enduse tanks; and an automatically controllable shut-off valve and thesensor located within the insulator.
 15. The system of claim 1, whereinthe remote controller uses the actual fuel consumption and tank refilldata, and subsequently predictively models new distribution depotlocations for the distribution vehicles.
 16. The system of claim 1,wherein the remote controller wirelessly sends a tank and deliverystatus or warning signal to a portable communications device.
 17. Thesystem of claim 1, wherein at least one of the sensors is a fuelcontamination sensor.
 18. The system of claim 1, further comprising: asubset of the stationary end use tanks mechanically attached togetherwithin a vacuum insulator jacket surrounding the subset end use tanks;and a valve, an automatically controllable valve-actuator and at leastone of the sensors preassembled to the subset end use tanks within theinsulator jacket.
 19. A fuel storage and delivery system comprising: (a)stationary and bulk storage tanks operably storing some pressurizedfuel; (b) distribution vehicles including portable distribution storagetanks to store some of the pressurized fuel; (c) stationary end usetanks containing some of the pressurized fuel; (d) portable end usetanks containing some of the pressurized fuel; (e) sensors, a processor,a power supply and a communications transmitter being connected to eachof the tanks; (f) at least one central and remotely located controllerbeing configured to: i. wirelessly receive sensed data from each of thetanks; ii. automatically determine a filled quantity of the fuel withineach of the tanks; iii. automatically compare the determined filledquantity with a desired filled quantity threshold; iv. automaticallycause at least one of the distribution vehicles to be refilled from atleast one of the bulk storage tanks; v. automatically cause at least oneof the distribution vehicles to refill at least one of the end usetanks; vi. automatically storing actual fuel consumption and tank refilldata, and subsequently predictively causing refilling of the bulkstorage tanks and the distribution storage tanks based at least in parton the stored consumption and refill data; (g) at least one of the:tank-connected processors or remotely located controller, i. receivingsignals from at least one of the sensors; ii. automatically comparing asensed tank pressure to a desired threshold; iii. automaticallydetermining acceptability of the pressure of the associated tank; iv.automatically changing a characteristic associated with the tank or thefuel therein based on the pressure determination; v. automaticallycomparing a sensed tank or fuel temperature to a desired threshold; vi.automatically determining acceptability of the temperature of theassociated tank; vii. automatically changing a characteristic associatedwith the tank or the fuel therein based on the temperaturedetermination; viii. automatically comparing a sensed tank or fuelhazard to a desired threshold; ix. automatically determiningacceptability of the hazard of the associated tank; and x. automaticallychanging a characteristic associated with the tank or the fuel thereinbased on the hazard determination.
 20. The system of claim 19, whereinat least one of the vehicles is a remotely controlled and unmannedaircraft, and the controller automatically causes the aircraft to movethe distribution storage tank to at least one of the bulk storage tanksand to at least one of the end use tanks.
 21. The system of claim 19,wherein at least one of the vehicles is a remotely controlled andunmanned automotive vehicle, and the controller automatically causes theautomotive vehicle to move the distribution storage tank to at least oneof the bulk storage tanks and to at least one of the end use tanks. 22.The system of claim 19, wherein at least one of the vehicles is: awatercraft or rail car, and the controller causes the vehicle to movethe distribution storage tank to at least one of the bulk storage tanksand to at least one of the end use tanks.
 23. The system of claim 19,wherein at least one of the end use tanks is a belowground,airplane-refueling tank.
 24. The system of claim 19, further comprisingportable end use tanks automatically filled by at least one of thedistribution vehicles, and at least one of the end use tanks beingcoupled to a hydrogen fuel cell.
 25. The system of claim 19, wherein:the fuel is hydrogen; and at least one of: the processor or thecontroller, automatically: (a) determines a quantity of fuel refillingcycles of at least one of the tanks based on actual sensor signals fromthe at least one of the tanks, and (b) determines if the at least one ofthe tanks has exceeded its desired life.
 26. The system of claim 19,further comprising: a group of the end use tanks mechanically attachedtogether within a vacuum insulator jacket surrounding the group of theend use tanks; and a valve and the at least one sensor preassembled tothe group of the end use tanks within the insulator jacket.
 27. A fuelstorage and delivery system comprising: (a) stationary and bulk storagetanks operably storing some pressurized hydrogen; (b) distributionvehicles including portable distribution storage tanks to store some ofthe pressurized hydrogen; (c) end use tanks containing some of thepressurized hydrogen; (d) sensors and a communications transmitter beingconnected to each of the distribution and end use tanks; (e) at leastone central and remotely located controller being configured to: i.receive sensed data from each of the transmitters; ii. determine actualhydrogen consumption and tank refill trends based at least in part onthe sensed data; iii. predictively model new distribution depotlocations for the distribution vehicles; iv. predictively model newlocations for at least some of the bulk storage or end use tanks; and v.visually display results of the predictive models.
 28. The system ofclaim 27, wherein at least one of the vehicles is a remotely controlledand unmanned aircraft, and the controller automatically causes theaircraft to move the distribution storage tank to at least one of thebulk storage tanks and to at least one of the end use tanks.
 29. Thesystem of claim 27, wherein at least one of the vehicles is a remotelycontrolled and unmanned automotive vehicle, and the controllerautomatically causes the automotive vehicle to move the distributionstorage tank to at least one of the bulk storage tanks and to at leastone of the end use tanks.
 30. The system of claim 27, wherein at leastone of the vehicles is: a watercraft or rail car, and the controllercauses the vehicle to move the distribution storage tank to at least oneof the bulk storage tanks and to at least one of the end use tanks. 31.The system of claim 27, wherein at least one of the end use tanks is astationary, below-ground, airplane-refueling tank.
 32. The system ofclaim 27, wherein at least one of the end use tanks is portable andautomatically filled by at least one of the distribution vehicles, andat least one of the end use tanks being coupled to a hydrogen fuel cell.33. The system of claim 27, wherein the controller receives additionaldata which it automatically uses in its predictive models, theadditional data comprising at least three of: (a) population data; (b)energy consumption data; (c) energy supply data; (d) new building data;(e) traffic pattern and road data; (f) fuel storage capacity data; (g)fuel storage tank locations; (h) environmental data; or (i) fuel costdata.
 34. A fuel storage and delivery system comprising: (a) stationaryand bulk storage tanks operably storing some pressurized hydrogen; (b)an unmanned autonomous aircraft or watercraft including a portabledistribution storage tank to store some of the pressurized hydrogen; (c)end use tanks containing some of the pressurized hydrogen; (d) sensorsand a communications transmitter connected to each of the distributionand end use tanks, and a location identifier coupled to and moveablewith the aircraft or watercraft; and (e) at least one central andremotely located controller receiving sensed data from each of thetransmitters, and the central controller receiving a location signalfrom the location identifier.
 35. The system of claim 34, wherein atleast one of the end use tanks is portable and automatically filled bythe distribution tank, and at least one of the end use tanks beingcoupled to a hydrogen fuel cell.
 36. The system of claim 34, wherein atleast one of the end use tanks is a stationary, belowground,airplane-refueling tank.
 37. The system of claim 34, wherein thecontroller automatically causes the aircraft to move the distributionstorage tank to at least one of the bulk storage tanks and to at leastone of the end use tanks. 38.-48. (canceled)
 49. A method ofdistributing hydrogen fuel comprising: (a) automatically sensing tank,fuel and environmental characteristics from stationary bulk hydrogenstorage tanks; (b) automatically sensing tank, fuel and positioningcharacteristics from autonomously driven vehicles carrying portabledistribution hydrogen storage tanks; (c) automatically sensing tank,fuel and environmental characteristics from stationary end use hydrogenstorage tanks; (d) automatically sending a signal to a remotecommunicator if an environmental hazard is sensed; and (e) automaticallychanging a fuel characteristic associated with at least one of thestorage tanks based on at least some of the sensed characteristics. 50.The method of claim 49, wherein the step of changing the fuelcharacteristic comprises refilling the associated storage tank with thehydrogen fuel.
 51. The method of claim 49, wherein the step of changingthe fuel characteristic comprises automatically stopping filling of thehydrogen fuel to or from the associated storage tank.
 52. A fuel storageand delivery system comprising: (a) stationary hydrogen storage tanks;(b) distribution vehicles including portable hydrogen distributionstorage tanks; (c) stationary end use hydrogen tanks; (d) sensors and acommunications transmitter being connected to each of the distributionand end use tanks; (e) at least one remotely located controllerincluding software, stored in non-transient memory, the softwarecomprising: i. instructions receiving sensed data from each of thetransmitters; ii. instructions determining a hydrogen filled quantitywithin each of the distribution and end use tanks; iii. instructionscomparing the determined filled quantity with a desired filled quantitythreshold; iv. instructions causing at least one of the distributionvehicles to be refilled from at least one of the bulk storage tanks; v.instructions causing at least one of the distribution vehicles to refillat least one of the end use tanks; vi. instructions receiving tankpressure data from at least one of the sensors; vii. instructionsreceiving tank temperature data from at least one of the sensors; andviii. instructions automatically changing a characteristic associatedwith the tank based on at least some of the sensor data received. 53.The system of claim 52, wherein at least one of the vehicles is aremotely controlled and unmanned aircraft, and the controllerautomatically causes the aircraft to move the distribution storage tankto at least one of the bulk storage tanks and to at least one of the enduse tanks.
 54. The system of claim 52, wherein at least one of thevehicles is a remotely controlled and unmanned automotive vehicle, andthe controller automatically causes the automotive vehicle to move thedistribution storage tank to at least one of the bulk storage tanks andto at least one of the end use tanks.
 55. The system of claim 52,wherein at least one of the vehicles is: a watercraft or rail car, andthe controller causes the vehicle to move the distribution storage tankto at least one of the bulk storage tanks and to at least one of the enduse tanks.
 56. The system of claim 52, wherein at least one of the enduse tanks is a belowground, airplane-refueling tank.
 57. The system ofclaim 52, wherein at least one of the end use tanks supplies hydrogenfuel to at least one of the following: (a) a building primary or backupelectrical generator or hydrogen fuel cell; or (b) a computer data orserver center electrical generator or hydrogen fuel cell.
 58. The systemof claim 52, further comprising portable end use tanks automaticallyfilled by at least one of the distribution vehicles, and at least one ofthe end use tanks being coupled to a hydrogen fuel cell.
 59. The systemof claim 52, further comprising another set of instructions comparingactual fuel consumption and tank refill data to desired thresholds, andautomatically predictively modeling at least one of: new productionfacilities, new production locations new production capacities, or newdistribution depot locations for at least some of the distributiontanks.
 60. The system of claim 52, wherein at least one of the sensorssenses fuel refilling cycles within the associated one of the tankswhich is then transmitted to the remote controller, after which theremote controller automatically determines if the actual quantity ofrefilling cycles exceeds a desired threshold and if so, automaticallysends a maintenance or replacement message.
 61. The system of claim 52,further comprising another set of instructions automatically causing anautonomously driven aircraft or watercraft to move at least one of thedistribution tanks from at least one of the bulk storage tanks to atleast one of the end use tanks.
 62. The system of claim 52, wherein atleast one of the sensors is a fuel contamination sensor.